CN114738126A - Target intake density control method, device, equipment and readable storage medium - Google Patents

Target intake density control method, device, equipment and readable storage medium Download PDF

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Publication number
CN114738126A
CN114738126A CN202210332492.9A CN202210332492A CN114738126A CN 114738126 A CN114738126 A CN 114738126A CN 202210332492 A CN202210332492 A CN 202210332492A CN 114738126 A CN114738126 A CN 114738126A
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density
target
engine
throttle valve
initial
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CN114738126B (en
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秦龙
岳永召
王冬
范志容
田丰民
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention provides a target intake air density control method, a device, equipment and a readable storage medium, wherein the target intake air density control method comprises the following steps: under the working condition of engine bench test, the rotating speed and the requested torque of the engine are adjusted based on a step response control method; calculating an initial target charge density based on the requested torque; taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine pedestal as a parameter, and carrying out optimization calculation on the initial target intake density; under the test working condition of the whole vehicle, optimizing and calculating the optimized target intake density; and using the final target charge density for the charge control of the engine. According to the method, two rounds of optimized calculation are carried out on the initial target intake density based on the real-time torque request and combined with the actual intake reaction time as a calculation parameter, so that the calculated final target intake density is more accurate, and the intake control of the engine is more accurate.

Description

Target intake air density control method, device, equipment and readable storage medium
Technical Field
The invention relates to the technical field of engine control, in particular to a target intake density control method, a target intake density control device, target intake density control equipment and a readable storage medium.
Background
The engine air intake system transmits atmospheric gas to the cylinder, the air intake system is complex in bending, and the operating condition of the engine is changeable instantly, so that the response of air quantity control of the air intake system is delayed, after the target air intake quantity based on the torque request is determined, the actual air intake quantity can be realized after a certain time, therefore, the target air intake quantity is required to be optimized based on the real-time torque request, otherwise, if the control is too violent, the air intake control system is oscillated, and the air intake density is multiplied by the volume of the cylinder and is equal to the air intake quantity, so that the control target air intake density is known to be the control target air intake quantity.
In the prior published patent technology, patent application No. CN102235247A, "a method and a system for flexibly controlling the air inflow of a supercharged engine", realizes air inflow control through an electronic throttle valve, omits a mechanical throttle valve, and does not optimize the target air inflow based on reaction time.
Disclosure of Invention
The invention mainly aims to provide a method, a device and equipment for controlling target intake density and a readable storage medium, and aims to solve the technical problem that real-time real intake capacity of an intake system is not considered in real time so as to carry out real-time optimal control on the target intake density.
In a first aspect, the present invention provides a target charge density control method including:
under the working condition of engine bench test, the rotating speed and the requested torque of the engine are adjusted based on a step response control method;
calculating an initial target charge density based on the requested torque;
calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine rack;
taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine rack as a parameter, and carrying out optimization calculation on the initial target intake density to obtain the optimized target intake density;
under the whole vehicle test condition, performing optimization calculation on the optimized target air intake density to obtain the final target air intake density;
and using the final target charge density for the charge control of the engine.
Optionally, the calculating an initial target charge density based on the requested torque comprises:
and calculating to obtain the target gas path average indicated cylinder internal pressure based on the requested torque, wherein the calculation formula is as follows:
Figure BDA0003573551650000021
wherein p isAirIMEP ReqIndicating in-cylinder pressure, M, for target gas path meanAirTrq ReqFor the requested torque, V is engine displacement, N is the number of engine cylinders, FMEP is the average indicated pressure of friction loss, and PMEP is the average indicated pressure of pumping loss;
and calculating to obtain an initial target intake density based on the target gas path average indication in-cylinder pressure, wherein the calculation formula is as follows:
Figure BDA0003573551650000022
wherein the content of the first and second substances,
Figure BDA0003573551650000023
wherein rhoReqRawTo an initial target charge density, rhoFuelEnergyDensityIs the fuel energy density, rStoichiometricRatioIdeal fuel air-fuel ratio, cFuelHeatingValueIs the calorific value of the fuel oil, rBaseSprkEfFor optimal ignitionEfficiency, rFuelConvEffIs the thermal efficiency of the engine.
Optionally, the performing optimization calculation on the initial target intake density by using the reaction time of the gas flow entering the cylinder from the throttle valve under the engine bench test condition as a parameter to obtain the optimized target intake density includes:
performing optimization calculation on the initial target intake air density to obtain an optimized target intake air density, wherein the calculation formula is as follows:
Figure BDA0003573551650000024
wherein the content of the first and second substances,
Figure BDA0003573551650000025
wherein rhoReqNew(N) Nth cycle of the optimized target charge density, rhoReqRaw(N) is the initial target intake air density of the Nth period, x (N) is the intermediate quantity for calculating the optimized target intake air density, x (N-1) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, delta T is a sampling period, T is the sampling periodACThe reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calibrated, and the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calculatedACEngine speed n and initial target intake air density rhoReqRawIs determined.
Optionally, under the test condition of the whole vehicle, performing optimization calculation on the optimized target intake air density to obtain a final target intake air density includes:
under the test working condition of the whole vehicle, the optimized target intake density is optimized and calculated to obtain the final target intake density, and the calculation formula is as follows:
Figure BDA0003573551650000031
wherein rhoReqFinal(m) final target charge density, rho, for the m-th cycleReqFinal(m-1) is rhoReqFinal(m) final target charge density, rho, of the last cycleReqFinal(0) Is the final target charge density at the initial time, and has a value equal to the actual charge density at the initial time, rhoReqNew(m) is the optimized target charge density for the mth cycle,
Figure BDA0003573551650000032
for the filter coefficients, Δ T is the sampling period, TAC2The response time of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicle is shown.
Optionally, the method for determining the initial time specifically includes:
whether preset conditions are met or not is detected, and the preset conditions comprise:
the throttle valve is in a full-open state;
the time for the throttle valve to exit from the full-open state is less than or equal to a first preset time, and the first preset time is based on the calibrated combustion times Cnt of the engine after the throttle valve exits from the full-open state and the maximum value T of the temperature of the air inlet after the throttle valve exits from the full-open statePortDetermining a relation table of the first preset time;
the throttle valve is not fully opened, but the difference between the actual throttle valve opening and the target throttle valve opening is larger than the preset opening;
and when at least one preset condition is met, judging that the mobile terminal is at the initial moment, otherwise, judging that the mobile terminal is not at the initial moment.
Optionally, when at least one of the preset conditions is satisfied, it is determined that the current time is at the initial time, otherwise, it is determined that the current time is not after the initial time, the method further includes:
and when the time from the initial moment quitting to the time when the condition of the initial moment is met again exceeds a second preset time, judging that the time is at the initial moment, otherwise, judging that the time is not at the initial moment.
Optionally, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2The determination method specifically comprises the following steps:
detecting whether a pressurization control closed loop is in an activated state;
when the pressurization control closed loop is not in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the calibrated engine speed n and the initial target intake air density rhoReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2Determining a relation table;
when the pressurization control closed loop is in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the difference Map between the calibrated actual gas pressure at the inlet of the throttle valve and the target intake pressureDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2Is determined.
In a second aspect, the present invention also provides a target charge density control device comprising:
the adjusting module is used for adjusting the rotating speed and the requested torque of the engine based on a step response control method under the test working condition of the engine rack;
the first calculation module is used for calculating an initial target intake air density based on the requested torque;
the calibration module is used for calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine rack;
the second calculation module is used for optimizing and calculating the initial target intake density by taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench as a parameter to obtain the optimized target intake density;
the third calculation module is used for carrying out optimization calculation on the optimized target air intake density under the test working condition of the whole vehicle to obtain the final target air intake density;
and the control module is used for using the final target intake air density for intake control of the engine.
In a third aspect, the present invention also provides a target charge density control apparatus comprising a processor, a memory, and a target charge density control program stored on the memory and executable by the processor, wherein the target charge density control program, when executed by the processor, implements the steps of the target charge density control method as described above.
In a fourth aspect, the present invention also provides a readable storage medium having a target charge density control program stored thereon, wherein the target charge density control program, when executed by a processor, implements the steps of the target charge density control method as described above.
In the invention, under the test working condition of the engine rack, the rotating speed and the requested torque of the engine are adjusted based on a step response control method; calculating an initial target charge density based on the requested torque; calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine rack; taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine rack as a parameter, and carrying out optimization calculation on the initial target intake density to obtain the optimized target intake density; under the test working condition of the whole vehicle, optimizing and calculating the optimized target air intake density to obtain the final target air intake density; and using the final target charge density for the charge control of the engine. Through the invention, firstly, a step response control test is carried out on an engine pedestal, an initial target intake air density is obtained by adjusting the rotating speed and the requested torque of the engine, the reaction time of the gas flow corresponding to the rotating speed and the requested torque of the engine entering a cylinder from a throttle valve is calibrated, the reaction time reflects the actual intake capacity of an intake system, then the reaction time is used as a calculation parameter to carry out optimization calculation on the initial target intake air density, further, the optimized target intake air density is optimized and calculated under the test working condition of the whole vehicle to obtain the final target intake air density, and the final target intake air density is used for the intake control of the engine. Under the test working condition of an engine rack and the test working condition of the whole vehicle, the initial target air intake density is subjected to two-wheel optimization calculation, so that the calculated final target air intake density is more accurate, and the air intake control of the engine is more accurate.
Drawings
FIG. 1 is a schematic diagram of the hardware configuration of an embodiment of the target charge density control apparatus of the present invention;
FIG. 2 is a schematic flow chart diagram illustrating a target charge density control method according to one embodiment of the present invention;
FIG. 3 is a functional block diagram of an embodiment of a target charge density control apparatus according to the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In a first aspect, embodiments of the present invention provide a target charge density control apparatus.
Referring to fig. 1, fig. 1 is a schematic diagram of a hardware configuration of an embodiment of a target charge density control apparatus of the present invention. In an embodiment of the present invention, the target charge density control device may include a processor 1001 (e.g., a Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used for realizing connection communication among the components; the user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard); the network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WI-FI interface, WI-FI interface); the memory 1005 may be a Random Access Memory (RAM) or a non-volatile memory (non-volatile memory), such as a magnetic disk memory, and the memory 1005 may optionally be a storage device independent of the processor 1001. Those skilled in the art will appreciate that the hardware configuration shown in fig. 1 is not intended to limit the present invention, and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components.
With continued reference to fig. 1, the memory 1005 of fig. 1, which is one type of computer storage medium, may include an operating system, a network communication module, a user interface module, and a target charge density control program. The processor 1001 may call a target charge density control program stored in the memory 1005, and execute a target charge density control method provided by an embodiment of the present invention.
In a second aspect, embodiments of the present invention provide a target charge density control method.
In order to more clearly show the target intake air density control method provided by the embodiment of the present application, an application scenario of the target intake air density control method provided by the embodiment of the present application is first described.
The target intake density control method provided by the embodiment of the application is applied to an intake system of an engine, and real-time and accurate control is carried out on the target intake density based on a real-time torque request and by combining the real intake capacity of the intake system of the engine.
In one embodiment, referring to fig. 2, fig. 2 is a schematic flowchart of an embodiment of a target charge density control method according to the present invention, and as shown in fig. 2, the target charge density control method includes:
step S10, under engine rig test conditions, engine speed and requested torque are adjusted based on a step response control method.
In this embodiment, the engine bench test condition is a relatively stable test environment with controllable parameters, and the step response control method is used to gradually adjust the input signal at the input end, that is, gradually adjust the rotational speed and the requested torque of the engine, specifically, the rotational speed of the engine may be stabilized to a certain rotational speed value, then the requested torque may be gradually adjusted, then the rotational speed of the engine may be adjusted, and then the requested torque may be gradually adjusted.
In step S20, an initial target intake air density is calculated based on the requested torque.
In this embodiment, after the real-time torque request is made, the intake system of the engine needs to be controlled to meet the torque request, so the corresponding initial target intake air density is calculated based on the requested torque.
And step S30, calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine speed and the initial target intake density under the test working condition of the engine bench.
In this embodiment, it is found through experimental studies that the reaction time of the gas flow entering the cylinder from the throttle is determined by the engine speed and the initial target intake air density, and the corresponding relation and the value between them are calibrated for the subsequent calculation.
And step S40, taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench as a parameter, and carrying out optimization calculation on the initial target intake density to obtain the optimized target intake density.
In this embodiment, the reaction time of the gas flow entering the cylinder from the throttle reflects the actual air intake capacity of the air intake system, and the engine speed and the initial target air intake density have a calibrated one-to-one correspondence relationship, and the initial target air intake density is optimized and calculated by using the one-to-one correspondence relationship as a calculation parameter, so that the optimization and calculation of the initial target air intake density is combined with the actual air intake capacity of the air intake system of the engine.
And step S50, carrying out optimization calculation on the optimized target air intake density under the test working condition of the whole vehicle to obtain the final target air intake density.
In this embodiment, the test condition of the whole vehicle is more complex and more variable than the test condition of the engine pedestal, and the torque request mutation is increased.
In step S60, the final target intake air density is used for intake control of the engine.
In the embodiment, the intake air density multiplied by the cylinder volume is equal to the intake air amount, so that the optimized final target intake air density can be used for controlling the intake air amount of the engine to meet the real-time torque request.
In this embodiment, through test and verification, the following effects can be achieved by using the target intake air density control method of this embodiment: the response precision range of the actual air input and the optimized target air input is within +/-2%, and meanwhile, the torque precision under the whole vehicle road test can be ensured to reach: the torque accuracy (i.e., the deviation of the actual torque from the requested target torque divided by the requested target torque) is within ± 3% when the requested target torque is within 100Nm, and within ± 5Nm when the requested target torque exceeds 100 Nm.
Further, in one embodiment, step S20 includes:
and calculating to obtain the target gas path average indicated cylinder internal pressure based on the requested torque, wherein the calculation formula is as follows:
Figure BDA0003573551650000081
wherein p isAirIMEP ReqIndicating in-cylinder pressure, M, for target gas path meanAirTrq ReqFor the requested torque, V is engine displacement, N is the number of engine cylinders, FMEP is the average indicated pressure of friction loss, and PMEP is the average indicated pressure of pumping loss;
and calculating to obtain an initial target intake density based on the target gas path average indication in-cylinder pressure, wherein the calculation formula is as follows:
Figure BDA0003573551650000082
wherein the content of the first and second substances,
Figure BDA0003573551650000083
wherein rhoReqRawTo an initial target charge density, rhoFuelEnergyDensityIs the fuel energy density, rStoichiometricRatioIdeal fuel air-fuel ratio, cFuelHeatingValueIs the calorific value of the fuel oil, rBaseSprkEfFor optimum ignition efficiency, rFuelConvEffIs the thermal efficiency of the engine.
In the present embodiment, the requested torque MAirTrq ReqSpecifically, the spark torque, is equal to the requested net torque of the current engine output, and is the torque output through the adjustment of the firing angle.
Further, in one embodiment, step S40 includes:
performing optimization calculation on the initial target intake air density to obtain an optimized target intake air density, wherein the calculation formula is as follows:
Figure BDA0003573551650000084
wherein, the first and the second end of the pipe are connected with each other,
Figure BDA0003573551650000085
wherein rhoReqNew(N) is the optimized target charge density, rho, for the Nth cycleReqRaw(N) is the initial target intake air density of the Nth period, x (N) is the intermediate quantity for calculating the optimized target intake air density, x (N-1) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, delta T is a sampling period, T is the sampling periodACThe reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calibrated, and the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calculatedACEngine speed n and initial target intake air density rhoReqRawIs determined.
In this embodiment, the intermediate quantity x (n) of the optimized target charge density is a transition value representing the actual reflection of the target charge density, i.e. according to the actual value of the engine intake systemAnd the change value of the target charge density determined by the charge capacity. In this embodiment, the sampling period Δ T takes 10ms, the calibrated filter coefficient k takes 0.023, and the reaction time T of the gas flow entering the cylinder from the throttle valve under the calibrated engine bench test conditionACEngine speed n and initial target intake air density rhoReqRawTable 1 shows the response time T of the gas flow from the throttle into the cylinder under the engine bench test condition, table 1ACEngine speed n and initial target intake air density rhoReqRawThe calibration relation table.
Table 1.
Figure BDA0003573551650000091
Further, in one embodiment, step S50 includes:
and under the whole vehicle test condition, carrying out optimization calculation on the optimized target air intake density to obtain the final target air intake density, wherein the calculation formula is as follows:
Figure BDA0003573551650000092
wherein rhoReqFinal(m) final target charge density, rho, for the m-th cycleReqFinal(m-1) is rhoReqFinal(m) final target charge density, rho, of the last cycleReqFinal(0) Is the final target charge density at the initial time, and has a value equal to the actual charge density at the initial time, rhoReqNew(m) is the optimized target charge density for the mth cycle,
Figure BDA0003573551650000093
for the filter coefficients, Δ T is the sampling period, TAC2The response time of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicle is shown.
In this embodiment, the vehicle test condition is more complicated than the engine pedestal test condition, and the torque request is increased suddenlyIn consideration of the situation, the optimized target intake density is further calculated in an optimization mode, and the actual intake capacity of an engine intake system, namely the reaction time T of the gas flow entering the cylinder from the throttle valve under the whole vehicle test condition is combinedAC2And the optimization calculation performed here is the optimized target intake air density rhoReqNew(m) as a basis, the initial target charge density is subjected to two rounds of optimization calculation, thereby enabling the calculated final target charge density to be more accurate.
Further, in an embodiment, in step S50, the method for determining the initial time specifically includes:
step S501, detecting whether a preset condition is satisfied, where the preset condition includes:
the throttle valve is in a full-open state;
the time for the throttle valve to exit from the full-open state is less than or equal to a first preset time, and the first preset time is based on the calibrated combustion times Cnt of the engine after the throttle valve exits from the full-open state and the maximum value T of the temperature of the air inlet after the throttle valve exits from the full-open statePortDetermining a relation table of the first preset time;
the throttle valve is not fully opened, but the difference between the actual throttle valve opening and the target throttle valve opening is larger than the preset opening;
step S502, when at least one preset condition is satisfied, the state is judged to be at the initial time, otherwise, the state is judged not to be at the initial time.
In this embodiment, the throttle valve is in the fully open state, and there is no throttling effect, and the intake air density, that is, the intake air amount cannot be controlled by the throttle valve, and the intake air pressure needs to be adjusted by the supercharging system, so that the intake air amount is achieved. In the embodiment, the first preset time is determined by the combustion times of the engine after the throttle valve is out of full opening and the maximum value of the air inlet temperature after the throttle valve is out of full opening, the air inlet valve is opened once every time the engine combusts, so that the volume of the air inlet system is gradually increased, the lower the air inlet temperature is, the lower the air temperature is, the poorer the gas fluidity is,the longer the time required, the more unstable the system is due to poor gas flow caused by entering the initial timing too early, so the time for the throttle to exit full open is less than or equal to the first preset time as one of the conditions for satisfying the initial timing. In the embodiment, the preset opening is 2%, and when the actual throttle opening is too large relative to the target throttle opening, the target intake air density needs to enter the initialization phase at this time, and the change of the target intake air density is limited, so that the throttle is not fully opened, but the difference between the actual throttle opening and the target throttle opening is larger than the preset opening as one of the conditions that the initial time is satisfied. Calibrated engine combustion times Cnt after the throttle valve is withdrawn from full opening and maximum value T of air inlet temperature after the throttle valve is withdrawn from full openingPortAnd the relation table of the first preset time is shown in Table 2, wherein the Table 2 shows the combustion times Cnt of the engine after the throttle valve is withdrawn from the full opening and the maximum value T of the temperature of the air inlet after the throttle valve is withdrawn from the full openingPortAnd the calibration relation table of the first preset time.
Table 2.
Figure BDA0003573551650000101
Figure BDA0003573551650000111
Further, in an embodiment, after step S502, the method further includes:
and when the time from the initial moment quitting to the time when the condition of the initial moment is met again exceeds a second preset time, judging that the time is at the initial moment, otherwise, judging that the time is not at the initial moment.
In this embodiment, the second preset time is 2.25s, so as to avoid the problem that the system is unstable due to too frequent entering of the initial time.
Further, in one embodiment, in step S50, the reaction time T of the gas flow entering the cylinder from the throttle valve under the vehicle test condition isAC2The determination method specifically comprises the following steps:
detecting whether a pressurization control closed loop is in an activated state;
when the pressurization control closed loop is not in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the calibrated engine speed n and the initial target intake air density rhoReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2Determining a relation table;
when the pressurization control closed loop is in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the difference Map between the calibrated actual gas pressure at the inlet of the throttle valve and the target intake pressureDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2Is determined.
In the embodiment, when the closed-loop control of the supercharging system is activated, the precision of the air inlet pressure can be effectively improved through the combined action of the supercharger and the throttle valve, so that the air inlet reaction time is improved, and based on the air inlet reaction time, the reaction time of the air flow entering the air cylinder from the throttle valve under the whole vehicle test working conditions in two working modes, the calibrated engine speed n and the calibrated initial target air inlet density rho are setReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2Is shown in Table 3, where Table 3 shows engine speed n and initial target intake air density rhoReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2The calibration relation table.
Table 3.
Figure BDA0003573551650000112
Figure BDA0003573551650000121
Calibrated actual gas pressure at throttle inlet and target inletAir pressure difference MapDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2Is shown in Table 4, Table 4 shows the difference Map between the throttle inlet actual gas pressure and the target intake air pressureDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2The calibration relation table.
Table 4.
Figure BDA0003573551650000122
In a third aspect, an embodiment of the present invention also provides a target charge density control apparatus.
Referring to fig. 3, fig. 3 is a functional block diagram of an embodiment of the target charge density control device of the present invention.
In this embodiment, the target charge density control device includes:
the adjusting module 10 is used for adjusting the rotating speed and the requested torque of the engine based on a step response control method under the test working condition of the engine rack;
a first calculation module 20 for calculating an initial target charge density based on the requested torque;
the calibration module 30 is used for calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine bench;
the second calculation module 40 is configured to perform optimization calculation on the initial target intake air density by using a reaction time of the gas flow entering the cylinder from the throttle valve under the test condition of the engine pedestal as a parameter, so as to obtain an optimized target intake air density;
the third calculation module 50 is used for performing optimization calculation on the optimized target intake air density under the test working condition of the whole vehicle to obtain the final target intake air density;
a control module 60 is configured to use the final target charge density for charge control of the engine.
Further, in an embodiment, the first calculating module 20 is configured to:
and calculating to obtain the target gas path average indicated cylinder internal pressure based on the requested torque, wherein the calculation formula is as follows:
Figure BDA0003573551650000131
wherein p isAirIMEP ReqIndicating in-cylinder pressure, M, for target gas path meanAirTrq ReqFor the requested torque, V is engine displacement, N is the number of engine cylinders, FMEP is the average indicated pressure of friction loss, and PMEP is the average indicated pressure of pumping loss;
and calculating to obtain an initial target intake density based on the target gas path average indication in-cylinder pressure, wherein the calculation formula is as follows:
Figure BDA0003573551650000132
wherein the content of the first and second substances,
Figure BDA0003573551650000133
wherein rhoReqRawTo an initial target charge density, rhoFuelEnergyDensityIs the fuel energy density, rStoichiometricRatioIdeal fuel air-fuel ratio, cFuelHeatingValueIs the calorific value of the fuel oil, rBaseSprkEfFor optimum ignition efficiency, rFuelConvEffIs the thermal efficiency of the engine.
Further, in an embodiment, the second calculating module 40 is configured to:
performing optimization calculation on the initial target intake air density to obtain an optimized target intake air density, wherein the calculation formula is as follows:
Figure BDA0003573551650000134
wherein the content of the first and second substances,
Figure BDA0003573551650000135
wherein rhoReqNew(N) is the optimized target charge density, rho, for the Nth cycleReqRaw(N) is the initial target intake air density of the Nth period, x (N) is the intermediate quantity of the calculated and optimized target intake air density, x (N-1) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, delta T is a sampling period, T is the initial target intake air density of the Nth period, x (N) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, andACthe reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calibrated, and the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calculatedACEngine speed n and initial target intake air density rhoReqRawIs determined.
Further, in an embodiment, the third calculating module 50 is configured to:
and under the whole vehicle test condition, carrying out optimization calculation on the optimized target air intake density to obtain the final target air intake density, wherein the calculation formula is as follows:
Figure BDA0003573551650000141
wherein rhoReqFinal(m) final target charge density, rho, for the m-th cycleReqFinal(m-1) is rhoReqFinal(m) final target charge density, rho, of the last cycleReqFinal(0) Is the final target charge density at the initial time, and has a value equal to the actual charge density at the initial time, rhoReqNew(m) is the optimized target charge density for the mth cycle,
Figure BDA0003573551650000142
for the filter coefficients, Δ T is the sampling period, TAC2The response time of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicle is shown.
Further, in an embodiment, the third calculating module 50 further includes a first determining module, configured to:
whether preset conditions are met or not is detected, and the preset conditions comprise:
the throttle valve is in a full-open state;
the time for the throttle valve to exit from the full-open state is less than or equal to a first preset time, and the first preset time is based on the calibrated combustion times Cnt of the engine after the throttle valve exits from the full-open state and the maximum value T of the temperature of the air inlet after the throttle valve exits from the full-open statePortDetermining a relation table of the first preset time;
the throttle valve is not fully opened, but the difference between the actual throttle valve opening and the target throttle valve opening is larger than the preset opening;
and when at least one preset condition is met, judging that the mobile terminal is at the initial moment, otherwise, judging that the mobile terminal is not at the initial moment.
Further, in an embodiment, the first determining module in the third calculating module 50 further includes a judging module, configured to:
and when the time from the initial moment to the time when the condition of the initial moment is met again exceeds a second preset time, judging that the time is at the initial moment, otherwise, judging that the time is not at the initial moment.
Further, in an embodiment, the third calculating module 50 further includes a second determining module, configured to:
detecting whether a pressurization control closed loop is in an activated state;
when the closed loop of the pressurization control is not in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the calibrated engine speed n and the initial target intake air density rhoReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2Determining a relation table;
when the pressurization control closed loop is in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the difference Map between the calibrated actual gas pressure at the inlet of the throttle valve and the target intake pressureDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2Is determined.
The function implementation of each module in the target intake air density control device corresponds to each step in the target intake air density control method embodiment, and the function and implementation process are not described in detail here.
In a fourth aspect, the embodiment of the present invention further provides a readable storage medium.
The readable storage medium of the present invention stores a target charge density control program that, when executed by a processor, implements the steps of the target charge density control method as described above.
The method implemented when the target charge density control program is executed may refer to various embodiments of the target charge density control method of the present invention, and will not be described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are only for description, and do not represent the advantages and disadvantages of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium (e.g., ROM/RAM, magnetic disk, optical disk) as described above and includes instructions for causing a terminal device to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (10)

1. A target charge density control method, characterized by comprising:
under the working condition of engine bench test, the rotating speed and the requested torque of the engine are adjusted based on a step response control method;
calculating an initial target charge density based on the requested torque;
calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine rack;
taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine rack as a parameter, and carrying out optimization calculation on the initial target intake density to obtain the optimized target intake density;
under the test working condition of the whole vehicle, optimizing and calculating the optimized target air intake density to obtain the final target air intake density;
and using the final target charge density for the charge control of the engine.
2. The target charge density control method according to claim 1, wherein the calculating an initial target charge density based on the requested torque includes:
and calculating to obtain the target gas path average indicated cylinder internal pressure based on the requested torque, wherein the calculation formula is as follows:
Figure FDA0003573551640000011
wherein p isAirIMEPReqIndicating in-cylinder pressure, M, for target gas path meanAirTrqReqFor the requested torque, V is engine displacement, N is the number of engine cylinders, FMEP is the average indicated pressure of friction loss, and PMEP is the average indicated pressure of pumping loss;
and calculating to obtain an initial target intake density based on the target gas path average indication in-cylinder pressure, wherein the calculation formula is as follows:
Figure FDA0003573551640000012
wherein the content of the first and second substances,
Figure FDA0003573551640000013
wherein rhoReqRawTo an initial target charge density, rhoFuelEnergyDensityIs the fuel energy density, rStoichiometricRatioIdeal fuel air-fuel ratio, cFuelHeatingValueIs the calorific value of the fuel oil, rBaseSprkEfFor optimum ignition efficiency, rFuelConvEffIs the thermal efficiency of the engine.
3. The method for controlling the target charge density according to claim 1, wherein the step of optimally calculating the initial target charge density by using the reaction time of the gas flow under the engine bench test condition from the throttle valve to the cylinder as a parameter to obtain the optimized target charge density comprises the following steps:
performing optimization calculation on the initial target intake air density to obtain an optimized target intake air density, wherein the calculation formula is as follows:
Figure FDA0003573551640000024
wherein the content of the first and second substances,
Figure FDA0003573551640000021
wherein rhoReqNew(N) is the optimized target charge density, rho, for the Nth cycleReqRaw(N) is the initial target intake air density of the Nth period, x (N) is the intermediate quantity of the calculated and optimized target intake air density, x (N-1) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, delta T is a sampling period, T is the initial target intake air density of the Nth period, x (N) is the intermediate quantity of the last period of x (N), k is a calibrated filter coefficient, andACthe reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calibrated, and the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench is calculatedACEngine speed n and initial target intake air density rhoReqRawIs determined.
4. The method for controlling the target intake air density according to claim 1, wherein the step of performing the optimized calculation on the optimized target intake air density under the test condition of the whole vehicle to obtain the final target intake air density comprises the following steps:
under the test working condition of the whole vehicle, the optimized target intake density is optimized and calculated to obtain the final target intake density, and the calculation formula is as follows:
Figure FDA0003573551640000022
wherein rhoReqFinal(m) final target charge density, rho, for the m-th cycleReqFinal(m-1) is rhoReqFinal(m) final target charge density, rho, of the last cycleReqFinal(0) Is the final target charge density at the initial time, and has a value equal to the actual charge density at the initial time, rhoReqNew(m) is the optimized target charge density for the mth cycle,
Figure FDA0003573551640000023
for the filter coefficients, Δ T is the sampling period, TAC2The gas flow enters from the throttle valve under the test working condition of the whole vehicleReaction time of the cylinder.
5. The target charge density control method according to claim 4, wherein the determination method of the initial timing is embodied as:
whether preset conditions are met or not is detected, and the preset conditions comprise:
the throttle valve is in a full-open state;
the time for the throttle valve to exit from the full-open is less than or equal to a first preset time, and the first preset time is based on the calibrated combustion times Cnt of the engine after the throttle valve exits from the full-open and the maximum value T of the temperature of the air inlet after the throttle valve exits from the full-openPortDetermining a relation table of the first preset time;
the throttle valve is not fully opened, but the difference between the actual throttle valve opening and the target throttle valve opening is larger than the preset opening;
and when at least one preset condition is met, judging that the mobile terminal is at the initial moment, otherwise, judging that the mobile terminal is not at the initial moment.
6. The target charge density control method according to claim 5, characterized by determining that it is at an initial timing when at least one of the above preset conditions is satisfied, and otherwise determining that it is not after the initial timing, further comprising:
and when the time from the initial moment quitting to the time when the condition of the initial moment is met again exceeds a second preset time, judging that the time is at the initial moment, otherwise, judging that the time is not at the initial moment.
7. The target charge density control method of claim 4, wherein the reaction time T of the gas flow from the throttle into the cylinder under the test condition of the whole vehicleAC2The determination method specifically comprises the following steps:
detecting whether a pressurization control closed loop is in an activated state;
when the closed loop of the pressurization control is not in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the calibrationEngine speed n, initial target intake air density rhoReqRawAnd the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2Determining a relation table;
when the pressurization control closed loop is in an activated state, the reaction time T of the gas flow entering the cylinder from the throttle valve under the test working condition of the whole vehicleAC2According to the difference Map between the calibrated actual gas pressure at the inlet of the throttle valve and the target intake pressureDiffEngine speed n and reaction time T of gas flow entering cylinder from throttle valve under finished automobile test working conditionAC2Is determined.
8. A target charge density control device, characterized by comprising:
the adjusting module is used for adjusting the rotating speed and the requested torque of the engine based on a step response control method under the test working condition of the engine rack;
the first calculation module is used for calculating an initial target intake air density based on the requested torque;
the calibration module is used for calibrating the corresponding relation among the reaction time of the gas flow entering the cylinder from the throttle valve, the engine rotating speed and the initial target intake density under the test working condition of the engine rack;
the second calculation module is used for optimizing and calculating the initial target intake density by taking the reaction time of the gas flow entering the cylinder from the throttle valve under the test working condition of the engine bench as a parameter to obtain the optimized target intake density;
the third calculation module is used for carrying out optimization calculation on the optimized target air intake density under the test working condition of the whole vehicle to obtain the final target air intake density;
and the control module is used for using the final target intake air density for intake control of the engine.
9. A target intake air density control apparatus, characterized by comprising a processor, a memory, and a target intake air density control program stored on the memory and executable by the processor, wherein the target intake air density control program, when executed by the processor, implements the steps of the target intake air density control method according to any one of claims 1 to 7.
10. A readable storage medium having a target charge density control program stored thereon, wherein the target charge density control program, when executed by a processor, implements the steps of the target charge density control method according to any one of claims 1 to 7.
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JPH11236837A (en) * 1998-02-20 1999-08-31 Mazda Motor Corp Control device for engine
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